Liquid fuel feeding device and safety



May 21,1935. w. w. WILLIAMS LIQUID FUEL FEEDING DEVICE AND SAFETYMECHANISM IN CONNECTION THEREWITH Original Filed Aug. 31, 1923 3Sheets-Sheet 1 INVENTOR I WALTER M- W/LL/flM-S I O ATTORNEY May 21,1935. w. w.. WILLIAMS LIQUID FUEL FEEDING DEVICE AND SAFETY MECHANISM INCONNECTION THEREWITH Original Filed Aug. 31, 1923 3 Sheets-Sheet 2 0N NNMN Vm INVENTOR WALTER MMLL/flfl ATTOR N EY May 21, 1935. w. w. WILLIAMSLIQUID FUEL FEEDING DEVICE AND SAFETY MECHANISM IN CONNECTION THEREW ITH3 Sheets-Sheet 5 Original Filed Aug. 31, 1923 N MWN I Quinn? Q D E 1 im. fl

INVENTOR W/4L7'ER MW/AL/AMD' M ATTORNEY Reissued May 21, 1935 u Re.19,573

LIQUID FUEL FEEDING DEVICE AND SAFETY MECHANISM IN CONNECTION THERE-WITH Walter W. Williams, Bloomington, Ill., assignor to WilliamsOil-O-Matic Heating Corporation, Bloomington, Ill., a corporation ofIllinois Original No. 1,691,002, dated November 6, 1928, Serial No.660,314, August 31,1923. Renewed January 20, 1926. Application forreissue December 30, 1929, Serial No. 417,539

16 Claims.

My invention relates to liquid fuel feeding devices and safety controlmechanism in connection therewith.

The object of my invention is in the provision of a mechanism whichprovides safety means for controlling the action of liquid fuel burningdevices; said mechanism being responsive and controlled by the heatgiven off by the pilot light.

Another object of my invention is in a mechanically operating means forwithdrawing the hot air generated by the pilot light and the burning ofthe fuel to the so-called safety mechanism.

Other objects of my invention will appear in the following specificationin connection with the annexed drawings in which Figure 1 is a viewshowing the combination including the liquid fuel burning device and thesafety mechanism, of which portions have been shown in detail.

Figure 2 is a front elevation of a diaphragm housing in connection withthe safety mechanism.

Figure 3 is a longitudinal section view thereof.

Figure 4 is a rear elevation of the diaphragm housing.

Figure 5 is a plan view of the same with portions broken away for aclearer showing thereof.

Figure 6 is a front elevation of the retarder switch included in thesafety mechanism.

Figures '7 and 7a are upper and lower plan views of the retarder switchrespectively.

Figures 8 and 9 are right and left side elevations of the same.

Referring to the drawings, a liquid fuel burning device is showngenerally at (A); the one however shown here has a pump member (B) inconnection therewith; a blower housing is shown at (C), said housingprojecting within any ordinary heating plant and having mounted thereinthe fuel tube ill from the fuel feeding device. The tube II has a burnertip I l thereon. A pilot light is shown at H; said pilot light havingconnection with any ordinary gas line. The heat conveying tube is ismounted within the blower housing, said tube having its outer end cutaway as at l3", this portion projecting just over the pilot light and insuch manner that the heat 1 from the "light will have ready entrance tothe tube l2. 7} The tube ll has connection with the diaphragm casingshown in Figures 2, 3, 4 and 5 of the drawings, said tube havingentrance to the diaphragm casing at ll. Housing the sides and one end isa casing ii the other end of the diaphragm housing being closed by theplate II. The plate It is mounted in connection with the casting i5 bymeans of the lugs I1 and nuts I. threaded thereon.

A diaphragm I9 is mounted within the housing members, said diaphragmbeing loaded with any gas that is sensitive to temperature changes withthe result that variations in heat applied thereagainst will eitherexpand or contract it. The diaphragm i9 is acted upon by thelongitudinally disposed members 20 and 2i slidable in the end portionsof the diaphragm housing. The rod 20 has a safety valve member 22mounted at its outer end, said valve in its normal position forming asea] as at 23 with the member l5. Air inlets are shown at 24. The rod 2|which has connection with the other side of the diaphragm I! has acontact plate 25 mounted at its outerend, this plate being guided by aprojecting lug 26 fixedly mounted on the plate It.

It may be seen that both members 20 and 2i are held in spring pressedposition within the diaphragm. by means of. the springs 21 and 2.respectively. An outlet from the diaphragm housing is shown at 29 and atube 29'- connects it with the pump (B) of the liquid fuel feedingdevice with the result that action of the pump will withdraw the airheated by the pilot light, including the gases of combustion when theliquid fuel is burning, through the tube I! to the diaphragm housing.

Electrical connections are and by means of the plates 32 and 23 currentmay pass to the contact points 24, with the result that outward movementof the rod 2| caused by expansion of the diaphragm I! will throw thecontact plate 25 away from the plate 32, thus opening the circuit at thecontact points 34.

Electrical connections II and II have connections as shown in Figure lof the drawings with coil 36 of a time switch now to be described and acontact ii of a relay switch later to be described. The retarder switch"T has a vertically positioned heating coil 96 which is supported by themounting plate 31 and connected in circuit with the terminal 63 andconnection 3... A spring lever 38 composed of any thermal or bi-metallicmetal is attached as-at 39 to a bracket member Ill. The upper end of thelever 38 rides beneath a lug II on a horizontally disposed contact arm42 firmly positioned as at 43. The outer end of the contact lever hasthe usual contacts H and 4| which have possible engagement with similarcontact members 46 and 41.

It mav be said here that when the coil 28 is heated the lever 38 movesto the dotted line positimi shown in Figure 6 of the drawings, thisaction shown at "and" being due to the difference in expansion of thetwo metals comprising the thermostat, and thus permits the contact arm42 to drop, with the result that the point 45 thereof contacts with thepoint 41 breaking the contact between the points 44 and 46. Later whenthe operation of. the device is described reason for this action will bebrought out but now it is sufficient to say that it is necessary toraise the lever 42 in order that the spring lever 38 may again springback under the lug 4| when it has been sufllciently cooled. Means forraising this contact arm is provided in a bracket 48 which carries theouter end of a button or lever 49 tensioned by the spring 50, thus aslightly upward movement of the button 49 will raise the lever 42 andwhen the member 33 is cooled it will spring back under the lug 4|.

The relay switch before mentioned is shown in detail in Figure 1 of thedrawings and is composed of the following members: 5| and 52 are coilsof ordinary construction mounted on a metal plate P and have the usualcontact poles 53 and 54. An oscillating member 55 of metal is pivotallymounted upon a bent back depending exten- 'sion of said plate as at 56to swing between the contact poles of the two coils. A spring member 51is attached to its upper end in such manner as to govern slightly itsmovement. This oscillating member has a contact lug 58 at its upper endcapable of engagement with a contact member 59 which has electricalconnections thereto; also, at the lower end of the member 55 is acontact arm 60 having possible contact with the points 6| and 62depending upon the operating of the device, post 6| being connected toconnection 3|.

A transformer, having one pole connected to a terminal 53 of theretarder switch T and the other pole connected to a terminal 64 on theplate P, is shown generally at (X)' and an electrical thermostat of theordinary construction is shown at (Y), said thermostat having the usualelectrical connections thereon.

It may be said at this time relative to the cooperation of thetransformer, electrical relay switch and fuel atomizing device, that twoelectrical circuits are utilized, one being a high voltage circuit whichincludes the fuel atomizing device, and a low voltage circuit producedby the use of the transformer which includes the relay switch for makingand breaking the circuit to the atomizing device, and also thecommercial thermostat which includes the relay switch and henceoperation of the device directly from temperature conditions.

Inasmuch as the present invention is directed to a combination of amechanical and electrical means for providing a safety mechanismcontrolled by the heat generated by the pilot light, it is not thoughtnecessary to go into a detailed description of all the electricalconnections between the elements which have just been described,inasmuch as the operation of the room thermostat Y in closing andopening the line connections to the'motor and the operation of aretarder switch of the same construction as the retarder switch T isillustrated and described in applicant's Letters Patent No. 1,659,536,dated February 14, 1928, granted on an application filed April, 1922.

In Figure 1 the electrical connections are shown with the currentpassing through the motor and thermostat. L refers to line connections.M shows the motor connections and the other three insulated pointsmarked respectively, On. In common, and 011?, are connections to thethermostat (Y) of known construction.

Operation of the device is as followsz-Considering the liquid fueldevice at rest and the pilot light burning, as it always is, thethermostat which controls the action of the device starts it,

by moving into the position shown in Figure 1,

with the result that electrical current which has been shut off isintroduced to the various elements, in the following manner. The circuitfrom the transformer is closed through terminal 53, contact arm 42 point46 to the insulated point "common", to the swinging arx'n of thethermostat arid through the on contact of the thermostat to theinsulated point on and from thence through the windings of the magnet 5|to the point 62. When the device is at rest the oscillating member 55 isagainst the pole 54 bringing the contact arm 60 into contact with thesaid contact 62 thereby continuing the circuit from 62 through contactarm 60 and extension 56 of the metal plate P and from terminal 54thereon back to the transformer. This energizes the magnet 5| and drawsthe oscillating arm 55 7 against the contact-pole 53 of the magnetthereby bringing together the contacts 58 and 59. The line connection isthereby completed to the motor of the liquid fuel device, the movementof the oscillating arm' 55 carries the contact arm out of contact withpoint 62 and causes the arm 60 to make contact with the point 5|,thereby breaking the circuit from the transformer through the coil 5|.The current from the transformer then passes to the terminal 63 andthrough the coil 36 of the retarder switch and connection 30 'to theplate 32 on the diaphragm casing plate l6 and through the contact plate25 and contact 34 to the plate 33 and thence through connection 3| topoint 6| and through arm 60 to plate P and thence through terminal 64 tothe transformer, whereby the coil 36 will begin to heat. Immediatelyupon the rotation of the pump (B) suction is created within the tube I3and the air heated by the pilot light is drawn into thediaphragm housingand immediately begins, to act upon the diaphragm l9. This diaphragm I9is fashioned in such manner that. at ordinary temperature it iscontracted but when heat is brought into contact therewith it expandsand this is exactly what happens. The heated air from the pilot light issucked into the housing and the diaphragm begins to expand.

Immediately, however, upon the starting of the fuel device and hence theflow of electrical current to the various elements, the coil 36 of theretarder switch begins to heat and if permitted to heat long enough actsupon the spring lever 38 to release the contact arm 42 closing thecircuit from the transformer through terminal 63 contact arm 42 contactpoints 45 and 41, to the insulated point marked OiP' and thence throughthe-windings of the coil 52 to point 6| and through contact arm 60 andplate P to terminal 4 and thence to the transformer whereby theelectromagnet 52 is energized to draw the oscillating arm 55 against thecontact pole 54 whereby the motor circuit is opened between contacts 58and 59. However, the diaphragm I9 is timed to expand quickly with theresult that an outward movement of the rod 2| results It may be seenthus that under normal conditions the diaphragm will act previous to theretarder switch with the result that the retarder switch will be thrownout of operation and the device will continue to function in its normaloperation. However, should the tremendous heat developed by the burningof the fuel fed from the device, become so great that the diaphragm isexpanded beyond a normal amount, the safety valve 22 will open slightly,and permit the outside air to flow in through the air ports 24 and coolslightly the diaphragm.

It may well be seen that this diaphragm can not be cooled to such anextent that it will be retracted to the position it maintains when thedevice is out of operation, because the safetyvalve will close previousto that time due tothe tensioning thereof.

Thus the fuel device as we have above described it, is now in operationand we will say that temperature conditions act upon the thermostat withthe result that the operation of the device is stopped by the swingingof the thermostatic arm to engage the "oil'" contact of the thermostatwhereby the circuit from the transformer heretofore described throughterminal 63 to the swinging arm of the thermostat is closed through thiscontact to the insulated point marked Oif" and thence through the coil52 to point GI and through contact arm plate P and thence throughterminal N to the transformer, whereby the oscillating arm 55 is swungto the right and breaks the motor circuit between contacts 58 and 59.Immediately upon the cessation of the device the electrical current iscut off to the various elements and with the cessation of the movementof the pump (8) gases of combustion or air heated by l the pilot lightare no longer drawn into the diaphragm housing with the result that thediaphragm I! will gradually contract to its ordinary or rather mostretracted position and the contact between the plate 25 and member 33will again be made, preparatory to the next movement or start- 8 of thefuel device.

Should the pilot light not be l t when the thermostat again starts thedevice, no heated air will be drawn to the diaphragm and therefore theelectrical circuit between the plate 25 and member II will not bebroken, with the result that the heating coil 38 of the retarder switchwill become so heated that it will draw the lever 38 to the dotted l neposition shown in Figure 6, and hence the contact arm 42 will breakcontact between the points 44 and I8 and make contact with points I! and41. with the result that the coil 52 will be energized and theoscillating member 55 will be attracted to it, hence breaking thecontact between points 58 and i9 whereupon the electrical circuit of thefuel device is broken and it will therefore cease its action.

However, once the retarder switch has acted, before the device may beagain placed in operating condition, it will be necessary to re-lightthe pilot light and press the button I! of the retarder switch upward topermit the lever 88 when sufficiently cooled to spring back beneath thelug I and re-set the switch.

What I claim is: 1

i. In a liquid fuel burning system comprising vmeans for atomizing afuel mixture, a pilot light,

and safety mechanism for controlling the action of said atomizer,including a retarder switch having a heating coil thereon, and adiaphragm member controlled by the heat given ofl by the pilot light,the action of said diaphragm controlling the action of the retarderswitch.

2. In a liquid fuel burning system comprising means for atomizing a fuelmixture, a pilot light for ignitingsaid fuel mixture, means controlledby temperature variations for controlling said atomizer, and safetymeans for controlling the operation of said atomizer including anelectrical device thrown into operation upon an initial .starting of theatomizen'said device under certain conditions being capable of stoppingsaid atomizer and a diaphragm member directly responsive to the heatgiven off by the pilot light, said diaphragm under normal conditionsacting thru electrical connections to throw out of operation the formerelectrical device and to maintain the device in an inactive state aslong as the pilot light is burning.

3. In a liquid fuel burning system comprising a combustion chamber,means for atomizing a fuel mixture, means for igniting said fuel mixturein said combustion chamber, means for supplying air under pressure tothe ignited mixture, and a 4. In a liquid fuel burning systemcomprisinga combustion chamber, means for atomizing a fuel mixture,means for igniting said fuel mixture in said combustion chamber, and asafety means for controlling the action of said atomizer including adiaphragm casing, a diaphragm directly responsive to temperature changesmounted therein, means leading from the casing to the combustion chamberand from the casing to the atomizer, means actuated by the action of theatomizer for withdrawing heated air from the combustion chamber aboutsaid diaphragm, and means cooperating with said diaphragm upon abnormalexpansion thereof admitting outside air to enter the diaphragm casingand reduce the temperature of the diaphragm.

5. In a liquid fuel burning system comprising a combustion chamber,means for atomizing a fuel mixture, means for igniting said fuel mixturein said combustion chamber, a blower. for supplying air under pressureto the ignited mixture, an electrical circuit for operating saidatomizer, safety mechanism including a retarder switch in said circuitadapted to be thrown into action upon the initial movement of theatomizer, mechanism including a quick acting switch in said circuit anda diaphragm directly responsive to the heat from the combustion chamberfor controlling the action of said quick acting switch, and meansincluding said atomizer for withdrawing heat from the combustion chamberabout said diaphragm.

6. In a liquid fuel burning system comprising a combustion chamber,means for atomizing a .fuel mixture, means for igniting said fuelmixsaid diaphragm, said diaphragm being directly responsive to the heatfrom the combustion chamber.

7. In apparatus of the character described: a combustion chamber;fuel-igniting means; means for propelling fuel to the igniting means andinto the chamber; thermically-controlled means for maintaining theoperation of the fuel-propelling means; a conduit adapted to convey tothe themiically-controlled means gases heated directly by the flamingfuel to a degree suilicient to operate the thermlcally-controlled meansto maintain the operation of the fuel-propelling means. I

'8. In apparatus of the character described: a combustion chamber;fuel-igniting means; means for propelling fuel to the igniting means andinto the chamber; thermically-controlled means outside the chamber formaintaining the operation of the fuel-propelling means; a conduitadapted to convey to the thermically-controlled means gases heateddirectly by the flaming fuel to a degree suflicient to operate thethermically controlled means to maintain the operation of the fuelpropelling means.

9. In apparatus of the character described: a combustion chamber;fuel-igniting means; means for propelling fuel to the igniting means andinto the chamber; thermically-controlled means outside the chamberformaintaining the operation of the fuel-propelling means; a conduitadapted to convey to the thermically-controiled means gases heateddirectly in the chamber by the flaming fuel to a degree sufllcient tooperate the thermically-controlled meansto maintain the operation of thefuel-propelling means.

10. In a burner of the character described: fuel-igniting means; meansfor propelling fuel to the igniting means; thermically-controlled meansfor maintaining the operation of the fuel-propelling means; means forcirculating through the operative field of the thermically-controlledmeans; gases heated directly by the flaming fuel to a degree sufllcientto operate the thermically-- operated means to maintain the operation ofthe fuel-propelling means.

12. In a burner of the character described:

fuel-igniting means; means for propelling fuel to the igniting means;thermically-controlled means for maintaining the operation of thefuelpropelling means; a conduit adapted to convey to the thermicallycontrolled means gases heated directly by the flaming fuel to a degreesufilcient to operate the thermicallyp rated means to maintain theoperation of the fuel-propelling means, said gases being propelledthrough the conduit by said fuel-propelling means.

13. In apparatus of the character described; a combustion chamber;fuel-igniting means; means for propelling fuel through a nozzle to theigniting means and into the chamber; thermically-controlled means formaintaining theoperationof the fuel-propelling means; a conduit havingan intake adjacent the nozzle and adapted to convey to thethermically-controlled means gases heated directly by the flaming fuelto a degree sufficient to operate the thermically-controlled means tomaintain the operation of the fuel-propelling means. i i

14. In a fluid fuel burning system, including a combustion chamber,means for delivering a fluid fuel mixture to said chamber, means fordelivering supplemental air to the ignited fuel, means to introduceproducts of combustion into the fuel 7 mixture, means normally renderingthe delivery means inactive upon the cessation of the introduction ofthe products of combustion into the fuel mixture.

15. In a fluid fuel burning system, including a combustion chamber,means for delivering a fluid fuel mixture to said chamber, means fordelivering supplemental air to the ignited fuel, means to, introduce hotproducts of combustion into the fuel mixture actuated by the fueldelivering means, means normally rendering the delivery means inactiveupon the cessation of the introduction of the products of combustioninto the fuel mixture.

16. In a fluid fuel burning system, including a combustion chamber,means for delivering a fluid fuel mixture to said chamber, means fordelivering'supplemental air to the ignited fuel, means to introduce hotproducts of combustion into the fuel mixture actuated by the fueldelivering means, means normally rendering the delivery means inactiveupon the cessation of the passage of the hot gases from the combustionchamber to the fuel delivery means.

WALTER w. WILLIAMS.

